EP2411236A1 - Kraftfahrzeug mit einer niveauregelanlage - Google Patents
Kraftfahrzeug mit einer niveauregelanlageInfo
- Publication number
- EP2411236A1 EP2411236A1 EP09795399A EP09795399A EP2411236A1 EP 2411236 A1 EP2411236 A1 EP 2411236A1 EP 09795399 A EP09795399 A EP 09795399A EP 09795399 A EP09795399 A EP 09795399A EP 2411236 A1 EP2411236 A1 EP 2411236A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- compressed air
- motor vehicle
- level
- compressor
- control unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000000977 initiatory effect Effects 0.000 claims description 3
- 238000010276 construction Methods 0.000 claims description 2
- 230000000750 progressive effect Effects 0.000 claims 1
- 238000000034 method Methods 0.000 abstract description 13
- 230000008901 benefit Effects 0.000 description 18
- 238000011161 development Methods 0.000 description 15
- 230000008569 process Effects 0.000 description 11
- 238000012544 monitoring process Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 230000033228 biological regulation Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 206010061217 Infestation Diseases 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000003828 downregulation Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000005764 inhibitory process Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 238000012549 training Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
- B60G17/0523—Regulating distributors or valves for pneumatic springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/204—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/70—Temperature of vehicle part or in the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/201—Air spring system type
- B60G2500/2014—Closed systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/205—Air-compressor operation
Definitions
- the invention relates to a motor vehicle with a level control system comprising the following components: air springs, at least one compressed air reservoir, compressed air lines with switchable directional valves, with which the compressed air lines can be blocked or switched, a compressor with the compressed air lines for a Aufregelvorgang compressed air from the compressed air reservoir in the air springs can be transferred, and with the compressed air lines for a Abregelvorgang compressed air from the air springs in the compressed air reservoir can be converted, - a control unit, in which a Abschaltgrenzwert for at least one
- Operating parameter of at least one component of the level control system is monitored, wherein the actuation of the component is suppressed or aborted when reaching the Abschaltgrenzivess.
- a level control system for a motor vehicle in which the level control of the
- Level control system The air springs for lowering the vehicle body into the atmosphere be emptied.
- a closed level control system has the advantage over an open level control system that a quick raising and lowering of the vehicle body is possible with low energy consumption.
- a level control system has different components for which certain
- lowering the vehicle body from a high level may be necessary to get the vehicle up construction in a driving-dynamically safe level or to ensure good pedestrian protection in the event of a collision between the motor vehicle and pedestrians. This is not guaranteed, for example, if the vehicle body has been raised to the high level shortly before lowering by means of the level control system and the operating parameter of a component of the level control system has reached the shutdown limit. In this case, the subsequent lowering of the vehicle body would be prevented.
- a sufficient lowering of the vehicle body is not guaranteed even if the Abregelvorgang is interrupted prematurely, because during the Abregelvorganges the operating parameters of a component of the level control system reaches the shutdown limit.
- DE 19810764 A1 it is proposed in this connection to operate the compressor clocked from reaching the switch-off threshold value for the compressor temperature, so that the compressor does not continue to be heated during cycle operation and is not damaged.
- the desired rapid lowering of the vehicle body by emptying the air springs in the compressed air reservoir of the level control system is not possible by means of a cycled operation of the compressor.
- the invention has for its object to provide a motor vehicle with a closed level control system, with a lowering of the vehicle body by emptying the air springs is always possible.
- the advantage of the invention is the fact that a quick Abregelvorgang in the level control system and thus a quick lowering of the vehicle body of the motor vehicle is always possible.
- Another advantage of the invention is the fact that the compressed air is maintained in the closed level control system, since even with Abregelvor réellen in which there is an overrun of the shutdown of at least one operating parameter, the compressed air with the aid of the compressor from the air springs in the compressed air reservoir the level control system is transferred. A later replenishment of the level control system from the atmosphere, as it would be necessary if one the air springs for a quick lowering of the vehicle body in the
- Another advantage of the invention is to be seen in the fact that the components of the level control system are well protected well from damage, since the shutdown limits are always complied with Aufregelvor réellen and exceeded only during Abregelvor réellen.
- the switchable directional control valves and the compressor are each assigned at least one operating parameter, wherein in Abregelvor réellen exceeding the respective Abschaltgrenzives all operating parameters is allowed.
- Directional valve whose duty cycle assigned as operating parameters.
- the duty cycle of a directional control valve is directly related to the temperature within the directional control valve, which must be monitored to prevent damage to the directional control valve.
- the advantage of the development is thus to be seen in the fact that with the monitoring of the duty cycle of the directional valve, an indirect monitoring of the temperature in the directional control valve is possible.
- Another advantage of the development is the fact that the duty cycle of a switchable directional control valve can be monitored in a simple manner.
- a development according to claim 4 of the invention is characterized in that the duty cycle of a switchable directional control valve is monitored as follows in the control unit:
- the switch-on duration is monitored during which the switchable directional control valve is switched on in the past time interval
- the switchable directional control valve is always switched off when the switch-on time reaches a fixed switch-off threshold within the last time interval
- a renewed activation of the directional control valve is only permitted again when the switch-on time in the last past time interval reaches a switch-on limit which is smaller than the switch-off limit value, -
- the control unit during a Abregelvorganges allows exceeding the time period in the last past time interval or the control unit after switching off the directional control valve a renewed switching on the directional control valve to initiate a Abregelvorganges allowed even if the switch-on threshold has not yet been reached.
- the compressor the compressor temperature is assigned as operating parameters.
- the compressor temperature may be monitored by a temperature sensor or by a suitable compressor temperature model as known in the art.
- the advantage of the development is the fact that the compressor can be particularly well protected by a monitoring of the compressor temperature from damage.
- the compressor, the ambient temperature of the compressor is assigned as operating parameters. In modern motor vehicles, the case may occur that the compressor is installed in a place where particularly high ambient temperatures prevail, for. B. near the
- the security level can z. B. are set in the control unit so that the vehicle body of the motor vehicle is in the safety level in a dynamic driving condition.
- the safety level can alternatively be set in the control unit so that a particularly good pedestrian protection is possible when the vehicle body of the motor vehicle is at the safety level.
- exceeding the respective Abschaltgrenzhong the operating parameters is only allowed if the safety level of the vehicle body to be set with a Abregelvorgang.
- Abregelvor skillet which should be completed above the safety level, however, is not allowed to exceed the respective limits of the operating parameters, since in these cases, the safety level is not needed.
- a limit speed for the motor vehicle is set in the control unit, wherein exceeding the respective Abschaltgrenzhong the operating parameters is only allowed if the current speed of the motor vehicle exceeds the limit speed. As long as the speed of the motor vehicle is below the limit speed, it is not necessary to lower the vehicle body to a safety level.
- An advantage of the development is the fact that the number of Abregelvor réelle, in which exceeding the Abschaltgrenzagonist the operating parameters is allowed, is further reduced.
- a maximum limit is set for each operating parameter in addition to the associated Abschaltgrenzwert, which is greater than the respective Abschaltgrenzwert, wherein a Abregelvorgang is interrupted when the maximum limit of at least one operating parameter is reached.
- the training ensures that the operating parameters of the sensitive components of the level control system do not increase too much.
- the maximum limit values are set so that the sensitive components of the level control system can be operated a few times up to these maximum limits without damage.
- a renewed Abregelvorgang or a continuation of an aborted Abregelvorganges is only allowed again when all operating parameters again the first
- the air springs are emptied via an atmosphere outlet into the atmosphere when the Abregelvorgang is interrupted.
- Fig. 1 is a closed level control system for a motor vehicle in a schematic
- FIG. 1 shows a schematic representation of a closed level control system for a motor vehicle, which is described in detail in EP 1243447 A2 and will therefore be explained only briefly here.
- the closed level control system includes, among other components air springs 6a to 6d, a compressed air reservoir 12, compressed air lines 1 to 4 with switchable directional valves 2a, 4a, 26a to 26d and 30, a compressor 8 and a control unit 32. With the help of the closed level control system, the air springs 6a filled or emptied until 6d.
- filling of the air springs 6a to 6d corresponds to an uprighting operation of the vehicle body of the motor vehicle, in which the level control system is installed, whereas emptying the air springs 6a to 6d corresponds to a down regulation of the vehicle body.
- a loading of the air springs 6a to 6d takes place as follows:
- the switchable directional control valves 4a and 26a to 26d are activated by the control unit 32 so that they change over from the switching state shown in FIG. 1 into their other switching state.
- the motor 32 of the compressor is driven by the control unit 32, so that it starts to run.
- Compressed air is then transferred from the compressed air reservoir 12 via the compressed air line 1, in which the directional control valve 2a is located, and via the compressed air line 2, in which the switchable directional control valves 4a and 26a to 26d are located, into the air springs 6a to 6d.
- a transfer of compressed air from the compressed air reservoir 12 in the air springs 6a to 6d takes place basically until the control unit 32 determines that the vehicle body of the motor vehicle occupies the desired level. Thereafter, the motor M of the compressor 8 and the switchable directional valves 26a to 26d are no longer activated, so the compressor ceases to run and the directional control valves return to the switching state shown in FIG.
- the air springs 6a to 6d are emptied as follows: First of all, the control valves 32 control the directional control valves 26a to 26d and 2a so that they change from the state shown in FIG. 1 into the other switching state. Thereafter, the motor 32 of the compressor 8 is driven by the control unit 32, so that it starts to run. Compressed air is then transferred from the air springs 6a to 6d via the compressed air line 3, in which the directional control valves 26a to 26d and 4a are located, and via the compressed air line 4, in which the directional control valve 2a is located, into the compressed air reservoir 12. The transfer of compressed air from the air springs 6a to 6d takes place basically until the control unit 32 determines that the vehicle body is lowered to the desired level.
- control unit 32 detects this, it no longer controls the motor M of the compressor 8 and the switchable directional control valves 26a to 26d, so that the compressor stops running and the directional control valves 26a to 26d return to the switching state shown in FIG.
- the control unit 32 controls the switchable directional control valves 26a to 26d and 30, so that each air spring 6a to 6d can be emptied into the atmosphere via the respective directional control valve 26a to 26d and the switchable directional control valve 30.
- Control unit 32 determines that the vehicle body occupies the desired level, the directional control valves 26a to 26d and 30 are no longer controlled, so that they go back into the switching state shown in Figure 1.
- cut-off limits for specific operating parameters are stored for the compressor 8 and for the switchable directional control valves 26a to 26d.
- a shutdown threshold for the operating parameter "compressor temperature” and an additional shutdown threshold for the operating parameter "ambient temperature of the compressor” are stored in the control unit 32.
- a switch-off limit value for the operating parameter "switch-on duration" is stored in the control unit 32.
- the mentioned operating parameters are constantly monitored in the control unit 32. A monitoring of the compressor temperature and the ambient temperature of the compressor can be done for example with temperature sensors or with a temperature model in a conventional manner.
- step 1 is checked by the control unit 32, whether a Aufregelvorgang should be performed. If this is the case, the control unit 32 initiates a Aufregelvorgang, as has been described in connection with Figure 1.
- the control unit 32 initiates a Aufregelvorgang, as has been described in connection with Figure 1.
- the operating parameters compressor temperature KTi st the operating parameters compressor temperature KTi st , Kompressorum nowadaysstemperatur KUTi st and the duty cycle of the switchable directional control valves 26a to 26d EDi st constantly monitored, ie it is constantly checked whether the operating parameters are smaller than the corresponding cut-off limits KT Gr enzi, KTUGrenzi, ED Gr enzi are.
- the control unit 32 it is constantly monitored whether the actual level of the vehicle body level ⁇ is smaller than the target level of the vehicle body target level (see Step 3). If this is the case, the Aufregelvorgang is continued, as shown in step 4. Otherwise, the Aufregelvorgang is terminated because the vehicle body has reached the target level (see step 5). However, the constant monitoring of the operating parameters indicates that one of the
- the Aufregelvorgang is aborted (see step 6). In this case, the vehicle body is still below the desired target level.
- the Aufregelvorgang is only pre-set when the operating parameter whose Abschaltgrenzwert was reached, has fallen back below the Abschaltgrenzwert. In this case, a switch-on limit value which is smaller than that is preferably determined for each operating parameter
- control unit 32 checks whether a Abregelvorgang should be performed (see step 7). If this is the case, a control process is initiated by the control unit 32, as has been explained in connection with FIG. Even during a Abregelvorganges the above-mentioned operating parameters are constantly monitored by the control unit 32. During the regulation process, however, the control unit 32 allows the respective switch-off limit values of the said operating parameters to be exceeded (see step 8). According to a first
- Embodiment of the invention is always checked by the control unit 32 during a Abregelvorganges the actual level of the vehicle body level ⁇ to see whether it is greater than the target levels of vehicle body level Soll. As long as this is the case, the Abregelvorgang will continue. Otherwise, the Abregelvorgang is terminated because the vehicle body has reached its desired level. In this First embodiment of the invention, therefore, an "arbitrary exceeding" the operating parameters KT, KTU, ED allowed.
- the operating parameters are monitored during a Abregelvorganges of the control unit 32 and it is constantly checked whether the operating parameters are smaller than corresponding maximum limits KTorenz2, KUTorenz2 and EDorenz2, which are greater than the first shutdown limits (ie, it applies: KT Gr enz2> KT Gre nzi, KUT Gr enz2> KUT Gr enzi and ED Gr enz2> EDorenzi)
- KTorenz2 maximum limits
- KUTorenz2 KUTorenz2 and EDorenz2
- EDorenz2 which are greater than the first shutdown limits
- the deceleration process is continued, whereby the actual level of the vehicle body is constantly compared with the desired level of the vehicle body (see step 10).
- the Abregelvorgang is terminated when the actual level of the vehicle body corresponds to the desired target level (see step 11).
- Vehicle body of the vehicle is located above the desired level desired.
- Fig. 3a shows a diagram for initiating a Abregelvorganges. If it is detected in the control unit 32 that a regulation process is to be initiated, then the control unit first checks whether the actual level ⁇ of the motor vehicle body is greater than a safety level defined in the control unit 32. Level check • Returns the check in the control unit 32 in that the actual level is less than or equal to the safety level, an exceeding of the shutdown limit values of the operating parameters is not permitted (see step 7.2). However, if the vehicle body is at an actual level that is greater than the safety level, the next step in the control unit 32 checks whether the speed v of the motor vehicle is greater than a limit speed V limit determined in the control unit 32.
- step 7.2 If not In the case of a control action, exceeding the switch-off threshold values of the operating parameters is not permitted (see step 7.2). If, on the other hand, the vehicle speed v is greater than the limit speed V limit, an exceeding of the switch-off threshold values of the operating parameters is permitted (see step 8) and in this case the adjustment process is continued as described in connection with FIG. 2 (see steps 8) to 14 in Figure 2).
- the flowchart shown in FIG. 3b largely corresponds to the flowchart shown in FIG. 3a. The only difference is only to be seen in that it is checked in step 7.1, whether the target level level target desired in a Abregelvorgang coincides with the safety level level safe. Exceeding the shutdown limits of the operating parameters according to step 8 is only permitted if this is the case and if additionally the speed v of the vehicle is greater than the limit speed V limit defined in the control unit 32 (see step 7.3). Otherwise, exceeding the shutdown limits of the operating parameters is not permitted by the control unit 32 (see step 7.2). In the context of the diagrams according to FIG. 4, it is explained below how the switch-on duration of the switchable directional control valves 26a to 26d is monitored. In FIGS.
- a time interval of a certain length, for example 10 seconds, is defined in the control unit 32 (see FIG. 1).
- the time interval for each switchable directional control valve 26a to 26d is monitored during which it was switched on in the past 10 seconds (that is, as long as the signal "1" is present)
- the switch-off limit value for a switchable directional control valve is reached, it is in principle no longer activated by the control unit 32 1)
- a renewed switching on of the directional control valve is not permitted again until the switch-off limit value has been reached, if the switch-on time in the past 10 seconds has fallen to a set switch-on limit of, for example, 2 seconds is.
- the control unit 32 receives a request for a regulation process.
- the control unit 32 carries out the control operation by, inter alia. turns on the switchable directional control valve.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009003686A DE102009003686A1 (de) | 2009-03-27 | 2009-03-27 | Kraftfahrzeug mit einer Niveauregelanlage |
PCT/EP2009/067164 WO2010108557A1 (de) | 2009-03-27 | 2009-12-15 | Kraftfahrzeug mit einer niveauregelanlage |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2411236A1 true EP2411236A1 (de) | 2012-02-01 |
EP2411236B1 EP2411236B1 (de) | 2015-05-06 |
Family
ID=41718676
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20090795399 Active EP2411236B1 (de) | 2009-03-27 | 2009-12-15 | Kraftfahrzeug mit einer niveauregelanlage |
Country Status (5)
Country | Link |
---|---|
US (1) | US8532875B2 (de) |
EP (1) | EP2411236B1 (de) |
CN (1) | CN102481822B (de) |
DE (1) | DE102009003686A1 (de) |
WO (1) | WO2010108557A1 (de) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6187200B2 (ja) * | 2013-11-29 | 2017-08-30 | アイシン精機株式会社 | 車高調整装置 |
DE102014208320A1 (de) * | 2014-05-05 | 2015-11-05 | Bayerische Motoren Werke Aktiengesellschaft | Aktives Dämpfersystem für ein Fahrzeug |
US10350417B2 (en) | 2014-11-26 | 2019-07-16 | Medtronic, Inc. | Atrial synchronized ventricular pacing system using intracardiac pacemaker and extracardiac atrial sensing |
US9415658B1 (en) * | 2015-09-23 | 2016-08-16 | Continental Automotive Systems, Inc. | Independent vehicle ride height adjustment |
EP3222446B1 (de) * | 2016-03-22 | 2021-08-25 | Toyota Jidosha Kabushiki Kaisha | Fahrzeughöhensteuerungssystem |
CN108883682B (zh) * | 2016-03-29 | 2021-11-16 | 日立安斯泰莫株式会社 | 空气悬架系统 |
JP6445489B2 (ja) * | 2016-06-17 | 2018-12-26 | トヨタ自動車株式会社 | 車高制御システム |
DE102019201444B4 (de) * | 2019-02-05 | 2021-09-09 | Continental Teves Ag & Co. Ohg | Verfahren zum Betreiben einer Luftfederungsanlage und eine Luftfederungsanlage |
US11135888B2 (en) | 2019-02-26 | 2021-10-05 | Beijingwest Industries Co., Ltd. | Closed integrated air management module |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB9611119D0 (en) * | 1996-05-29 | 1996-07-31 | Rover Group | Motor vehicle suspension system |
DE19621946C2 (de) | 1996-05-31 | 2002-05-29 | Daimler Chrysler Ag | Luftfederung |
DE19622677C2 (de) * | 1996-06-05 | 1998-12-24 | Daimler Benz Ag | Fahrzeug mit niveaugeregeltem Federungssystem |
JPH10157432A (ja) * | 1996-11-30 | 1998-06-16 | Hino Motors Ltd | エアサスペンションの車高調整装置 |
DE19810764B4 (de) | 1998-03-12 | 2005-05-25 | Continental Aktiengesellschaft | Bedarfsabhängig ein- und ausschaltbarer Kompressor und Verfahren zur Steuerung bzw Regelung eines solchen Kompressors |
DE19812234C2 (de) * | 1998-03-20 | 2002-07-18 | Daimler Chrysler Ag | Luftfederungsanlage für Fahrzeuge |
EP1243447B1 (de) | 2001-03-24 | 2005-12-21 | Continental Aktiengesellschaft | Geschlossene Niveauregelanlage für Fahrzeuge |
DE10120206A1 (de) | 2001-04-24 | 2002-10-31 | Wabco Gmbh & Co Ohg | Verfahren zur Steuerung eines Kompressors |
DE10330121A1 (de) * | 2003-07-04 | 2005-02-03 | Continental Aktiengesellschaft | Verfahren zur Steuerung des Betriebs eines Kompressors |
DE10331600B4 (de) | 2003-07-12 | 2012-03-15 | Continental Teves Ag & Co. Ohg | Verfahren zur Niveauregelung für pneumatische Niveauregelanlagen in Kraftfahrzeugen |
DE10354491A1 (de) * | 2003-11-21 | 2005-06-09 | Continental Aktiengesellschaft | Verfahren zur Steuerung eines Kompressors zur Druckmittelförderung in einer Niveauregelanlage eines Kraftfahrzeuges |
JP4506463B2 (ja) * | 2004-12-28 | 2010-07-21 | トヨタ自動車株式会社 | 車高調整装置 |
DE102005018434A1 (de) * | 2005-04-21 | 2006-10-26 | Continental Aktiengesellschaft | Kraftfahrzeug mit einer pneumatischen Niveauregelanlage |
CN100361835C (zh) * | 2005-10-17 | 2008-01-16 | 吉林大学 | 汽车悬架多工位高度控制机构 |
DE102006039538B4 (de) * | 2006-08-23 | 2014-12-24 | Continental Teves Ag & Co. Ohg | Verfahren zur Steuerung eines bedarfsabhängig ein- und ausschaltbaren Kompressors einer Luftfederungsanlage |
-
2009
- 2009-03-27 DE DE102009003686A patent/DE102009003686A1/de not_active Withdrawn
- 2009-12-15 WO PCT/EP2009/067164 patent/WO2010108557A1/de active Application Filing
- 2009-12-15 EP EP20090795399 patent/EP2411236B1/de active Active
- 2009-12-15 CN CN200980158483.5A patent/CN102481822B/zh not_active Expired - Fee Related
- 2009-12-15 US US13/259,556 patent/US8532875B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO2010108557A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP2411236B1 (de) | 2015-05-06 |
WO2010108557A1 (de) | 2010-09-30 |
US20120041642A1 (en) | 2012-02-16 |
DE102009003686A1 (de) | 2010-09-30 |
CN102481822B (zh) | 2014-06-18 |
US8532875B2 (en) | 2013-09-10 |
CN102481822A (zh) | 2012-05-30 |
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